Internal-combustion engine.



G. A. P. AHLBERG. INTERNA-L OOMBUSTION ENGINE. APPLICATION FILED NOV.28, v1910. 1,035,51 3. Patented Aug. 13, 1912.

2 SHEETS-SHEET 1.

G. A. F. AHLBERG.

INTERNAL UOMBUSTION ENGINE.

APPLIoATIoN FILED Nov.2a,191o.

1,035,513. l Patented Aug. 13,1912.

2 SHEETS-SHEET 2.

/l/l//l GUSTAV A. F. AHLBERG, 0F CHICAGO, ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Aug. 13, 1912.

Application led November 28, 1910. Serial No. 594,520.

To aZZ whom t may concern:

Be it4 known that I, GUs'rAv A. F. AHL- BERG, a citizen of the UnitedStates, residing at Chicago, in the county of Cook and State ofIllinois, have invented certain new and useful Improvements inInternal-Combustion Engines, of which the followingis ay ythe load andspeed of thevengine.

To these ends, my invention consists in the combination of elementshereinafter more particularly described and definitely pointed out inthe claims.

In the drawings, Figure 1, is a central vertical sectional View of anengine showing in elevation a carbureter'connected therewith, Fig. 2, isan enlarged plan view of the carbureter part-ly in section, said sectionbeing taken upon the line 2 2, Fi 3. Fio. 3, is an enlarged centrallongitudinal vertlcal vsectional View of the carburetor and Fig. 4,

is a plan view of the main body. of the carbureter with the graduatedhand-wheels.

Referring to the drawings, 1 represents generally the cylinder ofaninternal combustion engine which is provided with the usual-combustionchamber 2, having an induction port 3 and exhaust port-4. An aircompression chamber 5 is formed in what is commonly known as thecrank-case 6, constituting a part of the engine frame. A hollow piston7, is .located in the cylinder and is connected by means of alpitman 8to a crank 9 upon the engine shaft. A casing 10 is provided with achamber 11 opening into the crank-case 6, and also in communication witha pipe 12, through an opening 13, which is normally closed by means of avalve 14, the stem 15, of which is screwthreaded and surrounded by alight closing spring 16. The tension of the latter may be controlled bymeans of adjusting nuts 17. A like nut 18 is placed upon the upper endof an extended portion of the valve stem in operative proximity to, butnormally out of contact with, the end of a governor controlled lever 19,pivoted at 2O to a stationary support 21. The valve stem is passedloosely through an opening or fork in the end of said lever and the nut18, is so adjusted that when the engine is working under full load, thevalve will be free to open to its utmost limit, thereby permitting themaximum volume of air to be drawn in through the pipe 12, when thepiston is upon the upward stroke; it being understood that the pipe 12is open to the atmosphere. On the other hand, when the load is reduced,resulting in a correspondingly increased speed, the movement of thegovernor causes the lever 19 to be moved so as to contact with the nut18, thereby throttling the valve 14 and reducing the quantity of airadmitted to the crank chamber for the purposes hereinafter stated. Thepiston 7 is provided with'an eduction port 22. which, when the pistonreaches the limit of its downward stroke, is adapted to communicate Witha channel 23, in the engine casing which leads to the induction port 3of the combustion chamber. A carbureter, generally designated by 24, isprovided with a nozzle 25, which is rigidly attached to the enginecasing, the inner end 26 of said nozzle being tapered as shown andextended into the conduit 23 in direct communication with the inductionport 3.

The carbureter is provided with a fuel mixing chamber 27, Fig. 3, whichis in communication through an opening 28, at one end with the nozzle25. An outwardly opening valve 29, serves to normally close said openingthrough the action of a spring 30, located upon the valve stem 31, Ahorizontal partition 32, also shown in Fig. 2, in the carbureter servesto separate the mixing chamber from fuel chambers 33 and 34. Hollowcylindrical casings 35 and 36 are located in the chambers 33 and 34respectively, being extended upwardly from the partition 32 to the topof the main casing. The openings in said casings are closed 'at the topby means of screw-plugs 35, 36, which are centrally bored for thereceptionof screw threaded needle valves 37, 38, the lower ends of whichare adapted to regulate the passage of liquid through valve openings 39and' 40 respectively, leading to the mixing chamber. Said valves areprovided with graduated hand-wheels 41, 42, having numbered notches 43,inthe pecompartment 51. Openings 56, in the cas! ings 35 and 36 arelocated ata level slightly if riphery thereof adapted to be engaged byspring indicator stops 44, 45 to enable the -operator to control theadmission of fuel to the mixing chamber. A central vertical partition 46serves to separate the chambers 33 and 34. `Transverse partit-ions 47and 48, of limited height, are located in the chambers 33 and 34respectively, so as to form compartments 49 and 50 in the one cham' berand 51 and 52 in the other. The compartment' 49 is connected by means ofa feed .pipe 52, to aA source of water supply, not

shown, while the chamber 50` is connected in like manner withardischarge pipe 53. Like feed and discharge pipes 54 and 55 serve'toconnect the compartments 51 and 52 with a source of liquid hydrocarbonsupply not shown. This construction enables 'a' supply of water to bemaintained at a constant level in the compartment 49 and a like supplyof oil to be so maintained in the above that of the tops of thepartitions 47 and 48 to enable liquid fuel to be drawn from thecompartments 49 and 51 respectively into the 'valve chambers and-thenceto .A the mixing chamber, when a vacuum is produced in the latter, thequantity of fuel so.

drawn, beingproportionate to the degree o fvacuu'm. Upon theoppositeside of the cari bureter casing from that to which the educ- 'Y tionnozzle is attached, is a fitting generally designated by 57, having anair inlet channel 58 leading to the mixing chamber. A throttle valve 59is located opposite to the inner end of the channel 58, being connectedby means of a stem 59a with a piston 60, located in a cylindricalchamber 61. Tapped in a central bore of a screw cap 62, is an adjusting'screw 63 the inner en of which is adapted to bear against the outer endof the -piston for the purpose of adjusting the minimum opening of thevalve 59, -which should never be entirely closed. A light spring 64,located between the cap and piston, the tension of which may beregulated by said cap, tends to open the valve 59, the extent of whichopening is intended to be limited by means of a hub or stop 65, upon thepiston. The chamber 61 in which the piston is located is incommunication with the crank chamber of the engine by means of a pipe 66which serves to equalize the pressure in theftwo chambers for thepurpose hereinafter stated-l Having thus described the various parts ofmy improved device, I will now explain its operation: Assuming theengine to be running at full load and hence at reduced speed, andassuming further that the needle valves 37 and 38 are adjusted to admitthe maximum `quantity of liquid fuel desired when the greatest vacuum isproduced in the mixing chamber, the engine piston upon its upivarvd fstroke would, by its su'ction, cause the valve 14 Vto be opened to itsfull limit, thereby permitting the maximum volume of air to be drawnlinto the crankchamber for compression upon the return stroke. 'When thepiston reaches the limit of the downward stroke, the discharge'port 22,is opened, which permits the compressed air from the crank chamber'toenter the c0n' duit 23'and thence pass into the combustion chamberaround theptapered portion 26 of the nozzle 25. This action causes avacuum to be lformed in the nozzle'25, thereby opening the valve 29 andproducing in turn a vacuum in the mixing chamber, which induces a How ofwater and oil through the valve openings .39 and 4() respectively.I-nasmuch as the pressure of air in the crank chamber is greater at full`load than at other times, the degree 'of pressure in the ypistonchamber 61 will be governed accordingly' thus regulating the opening ofthe valve`59 to a corresponding degree, and likewise limiting thequantity of air entering thrpugh the channel 58 and increasing thevacuum in the mixing chamber. This increased vacuum in turn, causes agreater quantity of liquid fuel to be drawn into the mixing chamber fordelivery to' the combustion chamber. lt is obvious that the yvacuum inthe mixing chamber and the pressure. in the piston chamber 61, must beara fixed yratio to the volume of air compressed in vthe crank-chamber;and inasmuch as the volume of air admitted tothe latter is at all timesloc dependent upon the extent to which the valve 14' -is ypermitted-toopen, and inasmuchas the opening of said valve is sub- ]ect tolimitation by the governor lever, it

follows that the degree of vacuum in the 'the governor lever would bemoved accordingly to throttle the valve 14, thereby decreasing thevolume of air admitted t0 the crank chamber, decreasing the vacuum inthe mixing chamber, lessening the amount of liquid fuel dra-wn throught-he needle valves, decreasing the pressure in the piston chamber 61,permitting the valve .59 to open further and increasing in likeproportion the quantity of air admitted to the ymixing chamber therebyregulating in turn, the quantity and character of the explosive chargedelivered to the combustion chamber in proportion to the changes in theloadand speed.

From the foregoing it will be apparent t-hat When the several Valves areadjusted to the conditions required for a full load, the differentcoacting elements will be automatically controlled and required toconform with the utmost nicety to any and all variations in load andspeed.

I do not Wish to be confined to the exact construction shown forregulating the inflow of air either to the air compression chamber' orto the mixing chamber as it is obvious that either may be varied withoutdeparting from the principle involved. In the latter case for example,it is apparent that a diaphragm Would constitute the mechaniealequivalent of the piston 60.

Having thus described said invention, what I claim and desire to secureby Letters- Patent is l. In an internal combustion engine, thecombination of a combustion chamber, an air compression chamber, apiston for compressing air in said compression chamber with eachexpansion stroke thereof, means `for regulating the volume of thesuccessive charges of air to be admitted-to saidchamber for compression,means for admitting said air to the combustion chamber at the end ofeach expansion stroke of the piston, a, carbureter having an air inlet,a mixture outlet, the latterpof which leads to said combustion chamber,and a liquid fuel inlet, the feed from which inlet is subject tovariation in conformity to the relative vacuum in the mixing chamber, alvalve for varying the area of 'the' air opening leading to said mixingchamber and means controlled by the variations of pressure in said aircompression chamber for actuating said valve in conformity to saidvariations.

2. In an internal combustion engine, the combination of a combustionchamber, an air compression chamber, a piston arranged to draw air intosaid air compression chamber With the compression stroke of the pistonto be compressed upon the reverse stroke thereof, means forregulatingthe volume of the successive charges of air drawn into saidcompression chamber, a normally closed channel leading from saidcompression chamber to said combustion chamber, means for openingcommunication between said chambers through said channel at the end ofeach expansion stroke of the piston', to permit a flow of co-mpressedair to lthe combustion chamber, a carbureter having a mixture out-let incommunication withA said channel, together with an air-inlet anda liquidfuelinlet the feed from which f.uel-inlet is subject to variation inconformity to the relative vacuum in the mixing chamber, a valve forvarying the area of the air passage leading to said mixing chamber, andmeans in operative communication with and controlled by the variationsof pressure in said air compression chamber, for actuating said valve 1nconformity to said pressure var lations.

3. The combination with an internal combustion engine having acombustion chamber and piston, of an air compression chamber, means forcontrolling the volume of ai-r to be admitted thereto upon eachcompression stroke of the engine piston, means for compressing the sameon each expansion stroke of the piston, means for permitting Said air atthe end of said stroke to expand into said combustion chamber, acarbureter having a mixture outlet leadin to said combustion chamber,aliquid fuel-inlet, the feed of which is controlled by the vacuum in themixing chamber, an air inlet, means .for varying its area and meansactuated by the4 pressure in said air, compression chamber for actuatingsaid area varying means. i

1. The combination in an internal combustion engine, having alcombustion chamber and piston, of an air compression chamber-nto whichair is drawn with each successive compression stroke andy compressedwith each expansion stroke of the piston, means for regulating thevolume of air admitted to said compression chamber, a normally closedchannel leading from one of said chambers to the other, a port arranged,to be uncovered at the end of each expansion stroke of the piston topermit a floiv of air from said compression chamber through' saidchannel, a carbureter having a mixture eduction nozzle extending intosaid channel, fuel and air inlets leading to said mixing chamber, avalve for throttling said air inlet, a piston chamber in communicationwith said air compression chamber and a piston therein connected withsaid valve whereby the relative pressure in said compression chamber mayserve to regulate the extent to which the valve may be opened by thesuction in the mixing chamber.

5. The combination with an internal combustion engine having an aircompression chamber, of means for admitting air to said. chamber witheach compression stroke of the engine pistou, a carburetor in which iscombined a mixing chamberl having a fuel inlet, a mixture-outlet leadingto the combustion chamber of the engine, an air inlet, a valve forregulating'the volume of air to be admitted therethrough, a pistonchamber having a piston therein connected with said 'alve, and a conduitleading from said compression chamber to said piston chamber, saidconduit communicating with that side of the piston which would tend toclose the valve against a vacuum in the mixing chamber by the pressureof the air in said piston chamber.

-6. The combination with an internal combustion engine having an aircompression chamber, of means for admitting air tz said chamber witheach compression 'stroke of the engine plston, a carbureter having a-mixing chamber, a`fuel inlet in communicapiston, means for regulatingthe volume of air' to be admitted to the compression cham- -ber witheach compression stroke of the engine piston, means for compressingsaidair on each expansion stroke of the piston,

means for permitting said air at the ,endof said stroke to expand intosaid combustion chamber, a carbureter having a mixture outlet leadlng tosaid combustion chamber, a

normally' closed outwardly opening valve located in said outlet, ahydro-carbon fuel inlet,l the feed of which is varied by the vacuum inthe mixingl chamber, an air inlet, means for varying its area and meansactuated by the lpressure in said air compression chamber for actuatingsaid areay varying means. f

8. The'combination with an internal com l'bustion engine having acombustion chamber, an air compression chamber and a ypiston, ofgovernorcontrolled means for regulating the `volume of air to be admitted to thecompression chamber with each com-A pression stroke of the piston to becompressed by the expansion stroke thereof,`

means for releasing said air at the end of said expansion stroke toexpand into said combustion chamber, a carbureter having a mixtureoutlet leading to said combustion chamber, means for preventing aback-flow therein, a liquid hydro-carbon fuel inlet, the feed of whichis produced by and subject to variations of vacuum in the mixingchamber, an air inlet, a valve located therein and rmeans controlled bythe air pressurein said air compression chamber, for governing therelatiw` opening of said valve.

9. The combinat-ion with an internal comb ustion engine having a piston,a combust1on chamber, and an al1' compression chamber provided with anopening leading therefrom4 to the atmosphere, of a normally closedinwardly opening -valve located in said openin means for limiting vtheextent to whlch sald valve may be opened by an inflow of air, means forconveying and releasing air from said compression chamber to saidcombustion chamber at the end of in conformity to variations of vacuum1n the mixing chamber, graduated means for a1'- bitrarily regulating thearea of said fuel inlet, an air inlet. a valve located therein ,andmeans controlled by the air pressure in said air compression chamberfor` governing the extent to which said valve may be opened.

10. The combination with an internal combustion engine having agovernor, a piston, a combustion chamber and. an air compressionchamber, the latter being provided with an-opening leading to theatmosphere,

of avalve for varying the volume of air to be admitted to said opening,means adapted to be actuated by the engine governor for reducing theextent to which said valve may be opened below a vgiven maximum, meansfor releasing and conveying air from said compression chamber to saidcombustion chamber at the end of each expansion stroke of the piston, acarbureter having a mixture outlet leading to said combustion chamber, aliquid hydro-carbon fuel inlet and a Water inlet the feed of each ofwhich is subject to fluctuation in c/onformity to yvariations of vacuumin the mixing chamber, graduated means for regulating the area of saidfuel and water inlets respectively, an air inlet, a valve for varyingthe area of the latter and means controlled by the air pressure in saidair compression chamber for governing the extent to which said valve maybe opened.

In testimony whereof, I have signed this specification in the presenceof two subscribing witnesses, this 23d day of November 1910. l

GUSTAV A. F. AHLBERG. Witnesses:

DAVID H. FLETCHER, JENNIE L. Flsxn.v

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents,

Washington, D. C.

